Noise reduction type concrete crash barrier wall for viaduct and crash barrier wall assembly

Abstract

The application discloses a noise-reducing type concrete crash barrier for viaducts and a crash barrier assembly, which comprises a wall body, a sound-absorbing channel is arranged in the wall body, both ends of the sound-absorbing channel extend to the inner side of the wall body, the lower end of the sound-absorbing channel extends to a channel cover plate, the channel cover plate is fixed to the wall body and covers the lower end of the sound-absorbing channel, the upper end of the sound-absorbing channel extends to a sound-absorbing plate arranged along the wall body, the sound-absorbing plate is fixed to the inner side of the wall body and covers the upper end of the sound-absorbing channel, and a sound-absorbing coating is arranged on the inner surface of the sound-absorbing channel. The crash barrier has good noise-reducing effect and reduces the influence of viaduct traffic noise on the surrounding residents' life.

Description

Technical Field

[0001] This invention relates to the field of noise reduction technology for urban elevated bridges, specifically to a noise-reducing concrete crash barrier and crash barrier assembly for elevated bridges. Background Technology

[0002] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art.

[0003] Urban viaducts, as vital structures that cross roads in urban areas, reduce traffic disruptions, and improve travel efficiency, are an important component of municipal roads. To prevent vehicles from losing control and running off the bridge, causing serious injuries and losses, crash barriers are installed on both sides of the bridge to withstand the impact force of vehicles. Meanwhile, with the continuous increase in the number of motor vehicles in China, the noise generated by motor vehicles has had a significant impact on the lives of residents near roads, and complaints about noise problems have been increasing in recent years.

[0004] The inventors discovered that concrete crash barriers, as a necessary auxiliary structure for urban elevated bridges, are relatively close to noise sources, but they do not have noise reduction functions. Most urban elevated bridges use sound barriers for noise reduction. The sound barriers are located above the concrete crash barriers. However, during vehicle operation, the friction between the wheels and the bridge surface and the vehicle engine generate significant noise. This noise source is relatively low and far from the sound barrier, making it easy to transmit through the bridge area to the surrounding area. Therefore, simply using sound barriers for noise reduction is not very effective. Summary of the Invention

[0005] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a noise-reducing concrete crash barrier for elevated bridges, which can effectively reduce noise levels, reduce the transmission of elevated bridge noise to the surrounding area, and thus reduce the impact on surrounding residents.

[0006] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0007] In a first aspect, embodiments of the present invention provide a noise-reducing concrete crash barrier for elevated structures, comprising a wall body, a sound-absorbing channel disposed within the wall body, both ends of the sound-absorbing channel extending to the inner side of the wall body, the lower end of the sound-absorbing channel extending to a channel cover plate, the channel cover plate being fixed to the wall body and covering the lower end of the sound-absorbing channel, the upper end of the sound-absorbing channel extending to a sound-absorbing plate disposed along the entire length of the wall body, the sound-absorbing plate being fixed to the inner side of the wall body and covering the upper end of the sound-absorbing channel, and a sound-absorbing coating being disposed on the inner surface of the sound-absorbing channel.

[0008] Optionally, the silencing channel adopts an M-shaped structure, with the upper end of the M-shaped structure extending to the sound-absorbing plate and the lower end of the M-shaped structure extending to the channel cover plate.

[0009] Optionally, the bottom of the M-shaped structure extends at an angle to the channel cover, with the end furthest from the channel cover having a greater height than the other end.

[0010] Optionally, a damping pad is provided between the sound-absorbing panel and the wall, and the damping pad has an opening for the sound-absorbing channel to pass through.

[0011] Optionally, the inner side of the wall between the sound-absorbing panel and the channel cover is an inclined surface that slopes towards the inner side of the wall. Multiple noise reduction zones are provided on the inclined surface, and multiple grooves are arranged in an array in each noise reduction zone.

[0012] Optionally, drainage channels are provided between adjacent noise reduction zones.

[0013] Optionally, the bottom of the wall has multiple bottom tenons, and a bottom reserved groove is formed between adjacent bottom tenons. A steel sleeve is embedded inside the bottom tenon. The bottom tenon located at the inner end is also provided with a grouting hole communicating with the space inside the steel sleeve, and the bottom tenon located at the outer end is provided with a grout outlet hole communicating with the space inside the steel sleeve.

[0014] Optionally, a reinforcing bar anchor is embedded in the bottom tenon at the outer end. The reinforcing bar anchor is located outside the outer end of the reinforcing bar sleeve and has internal threads. A nut groove is provided on the inner surface of the bottom tenon at the inner end. The nut groove is located inside the reinforcing bar sleeve.

[0015] Optionally, multiple reinforcing steel pipes are embedded in the wall.

[0016] Secondly, embodiments of the present invention provide a crash barrier assembly, which is spliced ​​together from multiple noise-reducing concrete crash barriers for elevated structures as described in the first aspect. The surfaces of the walls used for splicing along the longitudinal direction are provided with multiple longitudinal tenons, and adjacent longitudinal tenons form longitudinal reserved grooves. In adjacent walls, the longitudinal tenon of one wall is inserted into the longitudinal reserved groove of another wall. A sleeve passes through the longitudinal tenon between adjacent walls, and a steel rod is inserted into the sleeve. Cement grout is injected into the space between the steel rod and the sleeve.

[0017] The beneficial effects of this invention are as follows:

[0018] 1. The crash barrier of the present invention, by setting up a sound-absorbing channel, a channel cover plate, a sound-absorbing plate, etc., considering that the crash barrier is close to the noise source, a sound-absorbing plate is set on the side of the crash barrier near the driving lane to perform sound absorption and noise reduction function. It absorbs some of the high-level noise generated by the vehicle driving, reducing the transmission of noise to the surrounding area. At the same time, through the sound-absorbing channel, traffic noise consumes some of the low-level noise energy through resonance in the sound-absorbing channel to achieve noise reduction function, thereby reducing the transmission of traffic noise to the surrounding environment, reducing the noise level along the overpass, and improving the sound environment quality of the surrounding residents.

[0019] 2. The crash barrier of the present invention has a sound-absorbing coating inside the sound-absorbing channel, which absorbs some of the low-level noise, thereby reducing the transmission of traffic noise to the surrounding environment, reducing the noise level along the overpass, and improving the sound environment quality of the surrounding residents.

[0020] 3. The anti-collision wall of the present invention has an array of grooves on the inner side of the wall. When the noise of a car is transmitted to the surface of the wall, the grooves increase the reflection distance and number of times the noise is reflected, consume the energy of the noise, thereby reducing the transmission of traffic noise to the surrounding environment, reducing the noise level along the overpass, and improving the sound environment quality of the surrounding residents.

[0021] 4. The anti-collision wall of the present invention, through the setting of drainage channels, enables rainwater to be quickly discharged from the wall surface, which not only avoids the freezing and thawing effect of moisture on the wall surface on the concrete under repeated freeze-thaw cycles in snowy weather, but also reduces the impact of moisture on the sound absorption and noise reduction function of the sound-absorbing panels.

[0022] 5. The crash barrier assembly of the present invention is composed of multiple crash barriers spliced ​​together by longitudinal tenons and longitudinal reserved grooves, and the bottom of the crash barrier is connected to the bridge by bottom tenons and bottom reserved grooves. The crash barrier can be prefabricated in a standardized manner in the factory, making construction convenient and quick and shortening the construction cycle. Attached Figure Description

[0023] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0024] Figure 1 This is a side view of the overall structure of Embodiment 1 of the present invention;

[0025] Figure 2 This is a front view of the overall structure of Embodiment 1 of the present invention;

[0026] Figure 3 This is a top view of the overall structure of Embodiment 1 of the present invention;

[0027] Figure 4 This is a front view of the connection between adjacent anti-collision walls in Embodiment 2 of the present invention;

[0028] Figure 5 This is a top view of the connection between adjacent anti-collision walls in Embodiment 2 of the present invention;

[0029] Among them, 1. wall, 2. sound-absorbing panel, 3. bolt, 4. sound-absorbing channel, 5. sound-absorbing coating, 6. groove, 7. damping pad, 8. drainage channel, 9. channel cover plate, 10. stiffening steel pipe, 11. installation groove, 12. flange, 13. bottom reserved groove, 14. bridge beam, 15. bridge tenon, 16. fine-rolled threaded steel bar, 17. steel bar sleeve, 18. nut, 19. steel bar anchor, 20. grouting hole, 21. grout outlet hole, 22. longitudinal tenon, 23. steel bar, 24. steel bar sleeve. Detailed Implementation

[0030] In this embodiment, the longitudinal direction of the crash barrier is defined along the vehicle travel direction of the bridge, the side of the crash barrier closest to the bridge's driving lane is its inner side, and the other side is its outer side.

[0031] Example 1

[0032] This embodiment provides a noise-reducing concrete crash barrier for elevated bridges, such as... Figures 1-3 As shown, it includes wall 1, which is made of cast concrete.

[0033] Multiple sound-absorbing channels 4 are provided inside the wall, and the multiple sound-absorbing channels 4 are distributed along the longitudinal direction of the wall 1.

[0034] Both ends of the silencing channel 4 extend to the inner side of the wall 1, with the upper end extending to the sound-absorbing panel 2 fixed to the wall 1 and the lower end extending to the channel cover 9 fixed to the wall 1.

[0035] In this embodiment, the noise reduction channel 4 adopts an M-shaped structure, including a first segment, a second segment, a third segment and a fourth segment arranged sequentially from bottom to top. The adjacent segments are arranged at an angle to form an M-shaped structure, and the adjacent segments are transitioned by an arc.

[0036] The inner surface of the silencing channel 4 is coated with a sound-absorbing coating 5. The sound-absorbing coating 5 is made of hard mineral fiber and has a thickness of not less than 3 cm, which has good sound absorption and noise reduction functions. Based on the resonant sound absorption principle of the silencing channel 4 and the sound absorption and noise reduction function of the sound-absorbing coating 5, some low-level noise generated by the vehicle enters the M-shaped silencing channel 4. The sound-absorbing coating 5 performs its sound absorption and noise reduction function, and the noise resonates and consumes energy within the M-shaped sound-absorbing channel 4, achieving a sound absorption and noise reduction effect and improving the quality of life of surrounding residents.

[0037] In this embodiment, the diameter of the silencing channel 4 is 10cm, the radius of the transition arc between adjacent sections is 20cm, and it extends from the bottom of the wall 1 to the top of the wall, ensuring that the M-shaped sound-absorbing channel 4 has sufficient volume to achieve resonant sound absorption function, and ensuring that the sound-absorbing coating 5 has sufficient area to achieve sound absorption and noise reduction function. The spacing between adjacent M-shaped silencing channels 4 inside the wall 1 is 1m. To prevent water accumulation inside the M-shaped silencing channel 4, the first section of the silencing channel is inclined, with the end furthest from the inner side of the wall being higher than the other end, creating a 5% slope in the first section.

[0038] The upper end of the silencing channel 4 extends to the sound-absorbing panel 2, which is installed along the longitudinal length of the wall and covers the upper end of the silencing channel 4.

[0039] Sound-absorbing panel 2 is made of foamed aluminum sound-absorbing board and can be used in outdoor environments. The sound-absorbing panel is 35cm high and 5cm thick.

[0040] The sound-absorbing panel 2 is fixed to the inner side of the wall by bolts 3. The top and bottom of the sound-absorbing panel 2 are fixed to the inner side of the wall 1 by multiple bolts 3. The distance between adjacent bolts 3 at the top is 25cm, and the distance between adjacent bolts 3 at the bottom is 25cm. The sound-absorbing panel 2 can achieve the sound absorption and noise reduction effect of some high-level noise, and improve the quality of life of the surrounding residents.

[0041] In this embodiment, low-level noise and high-level noise refer only to the height of the noise generation location. The generation location of high-level noise is higher than that of low-level noise, but there is no limitation on its specific generation height.

[0042] In this embodiment, in order to form a collision buffer between the sound-absorbing panel 2 and the wall 1, a damping pad 7 is provided between the sound-absorbing panel 2 and the inner side of the wall 1. The bolt 3 passes through the sound-absorbing panel 2 and the damping pad 7 and is threaded to the wall 1, pressing the sound-absorbing panel 2 and the damping pad 7 tightly against the inner side of the wall 1. When the car loses control and crashes into the crash barrier, the damping pad 7 plays a buffering and energy-dissipating role, reducing personal injury and property damage.

[0043] In this embodiment, the damping pad 7 is made of polypropylene, with a compressive strength of not less than 0.5 MPa and an elastic modulus of 3500-5000 kPa. The height of the damping pad 7 is 35 cm, and the thickness of the damping pad 7 is 15 cm. The damping pad 7 is placed on the outside of the sound-absorbing panel 2 and arranged along the longitudinal length of the wall 1.

[0044] The channel cover 9 is a horizontal grid plate with multiple horizontal gaps, fixed to the inner side of the wall 1 to prevent rainwater and garbage from entering the M-shaped sound-absorbing channel 4. The channel cover 9 is made of ductile iron and has a length x width of 15cm x 20cm.

[0045] The inner side of the wall 1 between the sound-absorbing panel 2 and the channel cover 9 is an inclined surface that slopes inward toward the inner side of the wall. Multiple noise reduction zones are provided on the inclined surface. Each noise reduction zone is a rectangular area. Multiple grooves 6 are distributed along a rectangular array on the inner side of the wall of the noise reduction zone. Each groove 6 is a hemispherical shape with a diameter of 1 cm and a depth of 0.5 cm. The spacing between adjacent grooves 6 is 2 cm.

[0046] The noise from a moving car is transmitted to the wall surface. The groove 6 increases the sound reflection distance and number of times, consumes the energy of the noise, and thus reduces the transmission of noise generated by the moving car to the surrounding environment, improving the quality of life of the surrounding residents.

[0047] Drainage channels 8 are provided on the inner side of the wall between adjacent noise reduction zones. The top of the drainage channels 8 extends to the top of the inclined surface and the bottom of the inclined surface. By setting up the drainage channels 8, water accumulated on the surface of the sound-absorbing panel 2 can be quickly drained away, avoiding any impact on the noise reduction effect of the sound-absorbing panel. The drainage channels 8 are spaced 25cm apart, and the cross-section of the drainage channels is semi-circular with a diameter of 1.5cm.

[0048] The top surface of the wall is provided with an installation groove 11, which is 10cm high and is used for the installation of street lights, sound barriers, etc. Equipment installation flanges 12 are reserved according to actual needs. Before installation, the concrete surface of the installation groove 11 should be roughened. After installation, C55 low shrinkage and micro-expansion concrete is poured.

[0049] To improve the strength of the wall and thus provide impact resistance, multiple reinforcing steel pipes 10 are installed inside the wall. The outer diameter of the reinforcing steel pipe 10 is 12cm and the wall thickness is 6mm. The number and location of the reinforcing steel pipes 10 are determined according to the pipeline requirements. The reinforcing steel pipes also meet the pipeline requirements of the traffic facilities on the bridge.

[0050] The crash barrier in this embodiment is manufactured using a factory prefabrication method. Factory prefabrication allows for standardized installation and construction of the sound-absorbing panels 2, damping pads 7, M-shaped sound-absorbing channels 4, and sound-absorbing coating 5, avoiding errors caused by on-site installation and ensuring the crash barrier's sound absorption, noise reduction, and energy buffering functions. The concrete grade of the wall is not lower than C50.

[0051] In this embodiment, the height of the wall 1 is 1.2m and the width of the bottom is 0.6m. The bottom of the wall is provided with multiple bottom tenons, and a bottom reserved groove 13 is formed between adjacent bottom tenons.

[0052] In this embodiment, the bottom tenon is a rectangular tenon with a height x width of 17cm x 12cm and a bottom pre-reserved groove with a height x width of 18cm x 13cm.

[0053] Multiple steel rebar sleeves 17 are pre-embedded in the bottom tenon. The multiple steel rebar sleeves 17 are distributed longitudinally along the wall. The spacing between adjacent steel rebar sleeves 17 is 0.5m. The steel rebar sleeves 17 are precision-rolled threaded steel rebar sleeves with a diameter of 40mm. They are made of plastic corrugated pipe and are used to pass through precision-rolled threaded steel rebars with a nominal diameter of 32mm.

[0054] The bottom tenon located at the inner end has a nut groove on its inner side, and the inner end of the steel sleeve inside it extends to the bottom groove surface of the nut groove. The bottom tenon also has a grouting hole 20, which is connected to the internal space of the steel sleeve 17 inside it.

[0055] A steel bar anchor 19 is pre-embedded in the bottom tenon located at the outer end. The steel bar anchor 19 is threaded and can be effectively connected to the external thread of the precision rolled threaded steel bar 16. The outer end of the steel bar sleeve 17 in the bottom tenon extends to the steel bar anchor. The bottom tenon is also provided with a grout outlet 21, which is connected to the internal space of the steel bar sleeve 17.

[0056] In this embodiment, the longitudinal length of the wall is 5m. Multiple longitudinal tenons are provided on the sides of the wall used for connecting with adjacent walls. Longitudinal pre-reserved grooves are formed between adjacent longitudinal tenons. The length x height of the longitudinal tenon 22 is 20cm x 15cm. Through holes are provided on the longitudinal tenon 22, and a steel rod sleeve 24 with a diameter of 50mm is pre-embedded. In this embodiment, each longitudinal tenon 22 has three through holes.

[0057] During assembly, in adjacent walls, the longitudinal tenon of one wall is inserted into the longitudinal reserved groove of the other wall, and a steel rod sleeve 24 is pre-embedded in the through hole. Then, a steel rod 23 with a diameter of 40mm is inserted into the steel plate sleeve, and cement grout is poured into the space between the steel rod 23 and the steel rod sleeve 24 to achieve effective connection between adjacent walls.

[0058] Example 2

[0059] This embodiment provides a crash barrier assembly, such as Figures 4-5 As shown, the elevated noise-reducing concrete crash barriers described in Embodiment 1 are assembled together. In the adjacent walls, the longitudinal tenon 22 of one wall is inserted into the longitudinal reserved groove of the other wall. Steel rod sleeves 24 are embedded in the longitudinal tenons of the two adjacent walls. Steel rods 23 are inserted into the steel rod sleeves 24. Then, cement grout is injected between the steel rod sleeves 24 and the steel rods 23 to achieve an effective connection between the two adjacent crash barriers.

[0060] The crash barrier assembly is provided with a slit at a set interval. In this embodiment, the set interval is 30m to prevent the crash barrier from being damaged due to the thermal expansion and contraction effect. The walls on both sides of the slit are not provided with longitudinal tenons or longitudinal reserved grooves, but are flat, and the set gap distance is sufficient.

[0061] In this embodiment, the crash barrier is prefabricated and assembled in the factory, and then hoisted and installed onto the bridge beam 14 on site. 。

[0062] The bridge beam is also provided with bridge tenons 15 that match the reserved groove at the bottom of the crash barrier. The bridge reserved groove that matches the bottom tenon of the crash barrier is formed between adjacent bridge tenons 15. The bridge tenon 15 is embedded with a steel sleeve 17 that matches the steel sleeve in the bottom tenon of the crash barrier.

[0063] During hoisting, the bottom tenon of the crash barrier is inserted into the reserved groove of the bridge, and the bridge tenon 15 is inserted into the reserved groove of the bottom of the crash barrier. The bridge tenon 15 and the steel sleeve 17 in the bottom tenon of the crash barrier are aligned. The fine-rolled threaded steel bar 16 passes through the bridge tenon 15 and the bottom tenon of the crash barrier through the pre-embedded steel sleeve 17, and is anchored at one end through the steel anchor 19 and fixed at the other end through the nut 18 in the nut groove.

[0064] After the precision-rolled threaded steel bar 16 is anchored, cement grout is injected into the sleeve 17 through the grouting hole 20. Simultaneously, the gap between the bridge tenon and the pre-reserved groove at the bottom of the crash barrier is filled. Air is then expelled from the steel bar sleeve through the grout outlet hole 21, completing the grouting process and achieving effective anchoring of the precision-rolled threaded steel bar 16. This method effectively fixes the crash barrier to the bridge beam, fulfilling its crash protection function.

[0065] Using this method, crash barriers can be prefabricated in a standardized manner in the factory, achieving standardized production, efficient construction, and convenient replacement. Given the higher requirements for wall construction placed on the installation of sound-absorbing panels and the setting of M-shaped sound-absorbing channels in the wall, this is achieved through standardized segmental prefabrication in the factory. Moreover, the construction is convenient and quick, shortening the construction cycle.

[0066] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A noise-reducing concrete crash barrier for elevated bridges, comprising a wall body, characterized in that, A sound-absorbing channel is provided within the wall. Both ends of the sound-absorbing channel extend to the inner side of the wall. The lower end of the sound-absorbing channel extends to a channel cover plate, which is fixed to the wall and covers the lower end of the sound-absorbing channel. The upper end of the sound-absorbing channel extends to a sound-absorbing plate that runs along the entire length of the wall. The sound-absorbing plate is fixed to the inner side of the wall and covers the upper end of the sound-absorbing channel. The inner surface of the sound-absorbing channel is coated with a sound-absorbing coating. The sound-absorbing channel adopts an M-shaped structure, with the upper end of the M-shaped structure extending to the sound-absorbing plate and the lower end extending to the channel cover plate. The portion of the bottom of the M-shaped structure extending to the channel cover plate is inclined, and the height of the end furthest from the channel cover plate is greater than the height of the other end.

2. The noise-reducing concrete crash barrier for elevated bridges as described in claim 1, characterized in that, A damping pad is installed between the sound-absorbing panel and the wall, and the damping pad has an opening for the sound-absorbing channel to pass through.

3. The noise-reducing concrete crash barrier for elevated bridges as described in claim 1, characterized in that, The inner side of the wall between the sound-absorbing panel and the channel cover is an inclined surface that slopes towards the inner side of the wall. Multiple noise reduction zones are provided on the inclined surface, and multiple grooves are arranged in an array in each noise reduction zone.

4. A noise-reducing concrete crash barrier for elevated bridges as described in claim 3, characterized in that, Drainage channels are installed between adjacent noise reduction zones.

5. A noise-reducing concrete crash barrier for elevated bridges as described in claim 1, characterized in that, The bottom of the wall has multiple bottom tenons, and a bottom reserved groove is formed between adjacent bottom tenons. A steel sleeve is embedded inside the bottom tenon. The bottom tenon located at the inner end is also provided with a grouting hole that communicates with the space inside the steel sleeve, and the bottom tenon located at the outer end is provided with a grout outlet hole that communicates with the space inside the steel sleeve.

6. A noise-reducing concrete crash barrier for elevated bridges as described in claim 5, characterized in that, A reinforcing bar anchor is embedded in the bottom tenon at the outer end. The reinforcing bar anchor has internal threads and is located on the outer side of the outer end of the reinforcing bar sleeve. A nut groove is provided on the inner surface of the bottom tenon at the inner end. The nut groove is located on the inner side of the reinforcing bar sleeve.

7. A noise-reducing concrete crash barrier for elevated bridges as described in claim 1, characterized in that, Multiple reinforcing steel pipes are embedded in the wall.

8. A crash barrier assembly, characterized in that, The wall is constructed by splicing together a noise-reducing concrete crash barrier for elevated bridges as described in any one of claims 1-7. The surface of the wall for splicing is provided with a plurality of longitudinal tenons, and adjacent longitudinal tenons form a longitudinal reserved groove. In adjacent walls, the longitudinal tenon of one wall is inserted into the longitudinal reserved groove of another wall. A sleeve passes through the longitudinal tenon between adjacent walls, and a steel rod is inserted into the sleeve. Cement grout is filled into the space between the steel rod and the sleeve.

Images